Switch construction.



R. E. BRANNEN & L. WALLACE.

SWITCH CONSTRUCTION- APPLICATION FILED MAR. 13, 1914.

Patented July 21, 1 914.

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SWITGH CONSTRUCTION.

APPLICATION FILED Mum, 1914.

1,103,934. Patented July 21,191L

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R. E. BRANNEN & L. WALLACE.

SWITCH CONSTRUCTION APPLICATION FILED MARJS, 1914.

1,103,934, Patented July 21,1914.

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R. E. BRANN EN & L. WALLACE.

SWITCH CONSTRUCTION.

ALPPLIOATION FILED MARJ8, 1914.

Patented July 21, 1914.

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NORRIS RICHMOND E. BRANNEN AND LEM WALLACE, OF WILLCOX, ARIZONA.

SWITCH CONSTRUCTION.

Specification of Letters Patent.

Patented July 21, 1914.

Application filed March 13, 1914. Serial No. 824,465.

To all whom it may concern Be it known that we, RICHMOND E. BRAN- NEN and LEM VVALLAon, citizens of the United States, residing at Willcox, in the county of Cochise and State of Arizona, have invented new and useful Improvements in Switch Construction, of which the following is a specification.

The invention has for an object to improve the mounting and functions of switch points, and to increase the safety and durability of both the switch point and the mainline rails.

It is an important purpose to enable the use of our improved mounting without involving any departure from the customary construction in rails and points.

It is a particular object to induce in the switch point under the weight of a passing train a set or assumption of a position that will cause it to support the stresses in the most efficient way.

A further important object is to provide an improved rail brace especially fitted for use with such a switch to guard against the spreading of a main line rail under the thrust imparted thereto by the switch point.

Another object is to provide an improved heel joint plate and chair.

Additional objects and advantages will appear, some of which will be apparent from the following description and from the drawings, in which Figure 1 is a plan of a switch constructed in accordance with our invention, Fig. 2 is a cross section of the track in advance of the switch and looking theretoward, Fig. 8 is a detail fragmentary top view of the switch point and friction plates, Fig. 4: is a fragmentary cross section of track showing an intermediate friction plate and rails with switch closed, Fig. 5 is a detail cross section of the heel construction, Fig. 6 is a top View thereof, Fig. 7 is a side view thereof and of one of the braces, Fig. 8 is a fragmentary outer side View of the switch, Fig. 9 is a view similar to Fig. 4 showing the passage of a train, Fig. 10 is a top view of one of the wear plates.

There is illustrated a section of track com prising a main line full rail 10, and point 11, and a siding full rail 31 and point 13. The heels of the points are jointed to continuations of the main line and siding respectively and are by means of the joint also clamped to the adjacent full rails on the outside of the track. The heel joint comprises a base 14 in the neighborhood of 20 inches wide and about 27 inches long, for ninety-pound rails, although these dimensions are not arbitrary and may be varied as found desirable. This length permits the base to be extended across two ties. It has a planiform under side, and a similar upper surface 15 inclined slightly upward from. the inner edge of the base toward the outer side, for a purpose to be explained. Closely adjacent the outer side there is an integral clamping plate 16, including the foot-piece 17 extending inwardly over the base 1% at an inclination to engage snugly over the foot of a rail pressed thereunder, and the vertical plate 18 having the usual shoulders 19 and 20 at bottom and top adapted to engage the rail, the upper shoulder being also formed with an upper bearing surface 21 at a proper angle to engage snugly against the under side of the tread of a rail.

The intermediateportion 22 of the plate 18 is of a thickness and vertical dimension to permit it to perform the customary functions of similar clamping plates as generally used. It is provided with longitudinally spaced apertures 23 for the reception of clamping bolts 24, as will be explained further. The heel joint includes also an upper member 25 having an inner clamping plate 26 similar to the one 16, carried by a tapered plate 27, having less width than the base 14L but of the same length and adapted to lie with its outer side and ends registered with. the inner side and ends of the base 14. The foot-piece 17 of the plate 26 is spaced closer to the supporting part than the one 17 At its inner part, the plate 27 is formed with an offset 28 at the upper side, whereby the inner of two rails carried side by side in the heel joint will be slightly elevated above the other. The inner edge of the plate 27 is always spaced from the base of the foot-piece 17.

There are shown engaged in this joint an outer main rail 10 and an inner switch rail 31, the latter being broken in the joint and the former continuous. Compressed between the rails there is a filler block 82 provided with holes alined with those in the plates 16 and 26. The bolts 24 are engaged commonly through the plates 16 and 26, the two rails and the filler block, nuts 33 being engaged 011 the outer ends thereof by which all the parts are drawn forcibly together.

It will be seen that the relative elevation of the two rails is preserved throughout the movement incident to the drawing up of the bolts and the adjustment of theplates 1G and 26 in proper engagement with the rail bases and treads, and the compression of the filler block. All of the rail pieces are securely braced and fixed against upsetting.

The base is suitably notched at 34: for the described, the point is split and otherwise driving of spikes to secure the jointtoa tie, 011 both the inner and outer sides; and the plate 27 is similarly notched at its outer side, which is alined with the inner side of the base.

I The switch rail 31 includes the point 13, the heel of which is held in the joint above formed substantially in the customary manner, and is supported for lateral switching movement onfriction plates numbered from 11 to 48, beginning at the point, secured to respective ties 36 on the roadbed. These friction plates are constructed so as to give the point the proper elevation from the heel to the point, to insure its flat seating on the plates adjacent the heel and for a suitable distance therefrom, and to secure its proper bracing and support on the foot of the main rail at the outer side intermediately of its length and at the point. At the same time. the plates give the rail a set under traflic V stress tending to throw the point forcibly against the main rail, while its intermediate and heel parts are given an inward thrust or inclination at the upper part calculated to reducethe liability of distortion of the switch point under heavy traflic stresses, by

disposing itin a position with respect to the mean direction of the most severe forces that will enable the rail to support them with the greatest efficiency. For this purpose each of the friction plates comprises an outer main rail supporting portion 37 having a horizontal upper surface terminating at the rise 38, comprising the beginning of the friction plate proper, and corresponding in height to the lift required for the switch point over the particular plate, or to that lift and the thickness of any supplementary plate which may be placed under the outer rail. In the present case we use a brace 39,

riveted, vbolted or otherwise securely fastened to the friction plate over the portion 37.

This brace comprises a rectangular plate 40 corresponding in dimensions to the portion 37 of the friction plate, and of a suitable thickness, having thereon the inclined buttresses 50, engaging against the under side of the rail head snugly, and spaced longitudinally of the rail a suitable distance.

The portion 37 of the friction plate and the plate 40 are provided with registered openings for the driving of spikes" 51,

whereby a rail may be held with the inner edge of its base close against theriseSS, and

the buttresses closely engaged under its head. I

/Vhile we have shown rivets 51 coengaged through the plate 40 and friction plate, this supplementary fastening may be dispensed witl.

The friction plates are extended inwardly a sufficient distance to support the switch point under the degree of play involved and are spiked at their inner ends. The two plates 411 opposed to each other at respective sides of the track and supporting the extreme outer point portions of the switch points are extended to the center of the track, overlapped and secured-together in the customary manner. The remaining plates extend inwardly of the inner limit of movement of the points only sufficiently to allow the driving of the securing spikes.

The height of the rise 38 decreases progressively in the various plates toward the heel of the switch points, and also its area. Thus in the ones immediately beneath the points of the switch, we provide a rise of t of an inch, which is continued horizontally inward for a distance of one and three-eighths inches, from whence the plate is tapered inwardly allowing the point to fall a short distance when opened. This rise is figured from the level of the under side of the outer.

second plate from the point the rise is de-- creased to 21.25/64. of an, inch, and is extended inwardly a distance of 1 5.7/32 inches, the taper being extended from this point to a similar distance as in the first plate, to the level from which the rise is figured. In the third plate the. rise is 9.25/32, extends inwardly 81/82, and tapers four inches as before; and the succeeding plates decrease correspondingly to the last one, which has a very slight rise and taper.

These figures are approximatefo'ra 90-lb.

rail, andwill vary for smaller or larger rails. In the case of a smallerrail the adustment may be secured by omitting one or more of the plates such as are here used next the point, and in the case of a larger rail the number of plates may be increasedby adding a number having progressively increased rises in the direction of thepoint. In the latter case it would be desirable to lengthen the point, also; but in the case of a smaller rail it would be more desirableto space the friction plates more and retain as much length as possible in the switch point. However, the length of the point is not arbitrary and the device is adaptable to long and short points by spacing the plates equally throughout their length. The degree of curvature in a short switch, if very great, might make it desirable to omit the last plate next the heel, or more, so that the taper would give a greater inclination to the rail there.

The switch points, as before stated, are split in the customary way-that is to say, a section of rail of suitable length for the point is taken, and the foot and head out off on the outer side adjacent the point so that the web may lie closely against the inner side of the head of the outer main rail, or the inner main rail, as the case may be; and in addition the under side of the footis beveled as at 52, this bevel corresponding to the inclination of the top of the foot of the outer rail when the switch point is set over thereon at the angle required when closed, and decreasing in extent toward the heel. The decrease of the extent of the horizontal portions of the rises on the friction plates permits the gradual inward inclination of the rail from near the point toward the middle, and the decreased taper in the plates causes the setting of the rail in more nearly vertical postion adjacent the heel, where the lateral pressure on the point is ordinarily somewhat diminished. The switch may be operated in any customary manner and it is not thought requisite to illustrate the details of the control mechanism, a connecting rod 53, only, being shown, which may be extended at 54 to any suitable controlling device. Any desired number of connecting rods may be engaged between the switch points at intervals.

It will be seen that an extremely solid and secure switch construction is provided, and in the movement of the points to inoperative position they are lowered by means of the tapers of the friction plates, so that no undue obstruction is presented likely to damage projecting portions on trains, and also the switch points themselves are removed from liability to damage to some extent.

The raised and tapered portions of the friction plates, may, if desired, comprise two raised surfaces, spaced laterally of the plate, as indicated at a. in Fig. 3, or one central raised part, as at b in Fig. 3, on each plate.

The illustration shows a right hand switch, and as it is customary to dispose the ties under the switch at right angles to the main line, it will be necessary to have the rise 38 varied according to the bend of the siding rail, so that the rail may abut snugly thereagainst. It will also be necessary to provide right and left hand rail braces! adapted to fit snugly against the rail on these plates. As the friction plates for a left hand switch would be different from those of a right hand switch it will be desirable to have right and left hand friction plates for disposition against the bending rail ineither case. For convenience, a letter may be formed on the upper side to indicate the type of switch for which they are intended.

What is claimed is:

1. In a railway switch, a track including main outer rails and switch points, the rails having foot portions extending inwardly therefrom, having inclined upper sides, the points being shaped to set upon the foot portions and against the heads of the rails, and longitudinally spaced friction plates supporting the switch points, having a taper successively diminished toward the heel.

2. In a railway switch of the type described, a full rail and a split switch rail, and a plurality of friction plates supporting the split rail, the outermost having a raised portion of maximum height and approximately horizontal, immediately adjacent the full rail, and the succeeding inner plates having raised horizontal portions of successively diminished area and height, and tapered portions extending inwardly from the horizontal and switch rail supporting portions, the taper diminishing successively from the toe to the heel of the switch rail.

3. In a railway switch of the class dc scribed, a full rail and a split switch rail, a plurality of friction plates supporting the switch rail, and having raised and tapered supporting portions diminished in height, area and taper successively from the toe to the heel of the switch rail, a brace plate engaged on the outer part of each friction plate beneath the full rail and having head engaging braces thereon, and means to secure the said brace plate to the friction plate and to secure said plates to ties.

4. In a switch of the class described, a full rail and a split switch rail, a plurality of friction plates spaced longitudinally of the switch rail, rises on the plates greater than the height of the inner edge of the full rail base, and diminishing in height successively toward the heel of the switch rail, brace plates engaged on the friction plates outwardly of the rises and beneath the full rail and having braces thereon engaging beneath the head of the full rail, and means to secure the brace plates to the friction plates to bear the full rail against the rises.

5. A heel joint comprising a base having an upper side inclined downwardly toward the inner side, a foot-piece carried thereby having an inclination inwardly corresponding to the upper side of a rail foot, and being provided with an upstanding plate, an upper member slidable on the base and hav- "two Tails side by side thereover between the upstanding plates, rails adjacent respective upstanding plates, a filler block between the rails, the rails and block having openings therethrough alined with said apertures in the upstanding plates, bolts tended through the plates rails and block Copies ofthis patent inay be obtained for Width to P receive Washington, I). 0.

and nuts engaged therewith to clamp the elements together.

In testimony Whereof'We have "hereuntoset our hands in presence of two subscribin ig witnesses. v RICHMOND; BRANNEN.

v WVALL'AOE.

Witnesses:

' S. TENLEY,

W. U. MATKIN.

five centsi each, by addressing the Commissioner of Patents, 

